System to accelerate and decelerate aircraft for take-off and landing

ABSTRACT

A system for controlling aircraft movement includes a frame extending across a width of a runway. The system includes an attachment mechanism coupled to the frame and configured to be releasably connected to a portion of an aircraft. The system includes a conveying system configured to, with the aircraft coupled to the frame during take-off of the aircraft, accelerate the aircraft. The conveying system is further configured to, during landing of the aircraft, decelerate the aircraft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority from and is a divisional of U.S. patentapplication Ser. No. 16/103,540, entitled “SYSTEM TO ACCELERATE ANDDECELERATE AIRCRAFT FOR TAKE-OFF AND LANDING,” filed Aug. 14, 2018,which is a continuation of U.S. patent application Ser. No. 14/547,826,entitled “SYSTEM TO ACCELERATE AND DECELERATE AIRCRAFT FOR TAKE-OFF ANDLANDING,” filed Nov. 19, 2014, the entire contents of which areexpressly incorporated herein by reference.

FIELD

This invention relates to systems to facilitate take-off and landing ofaircraft, and more particularly, to provide acceleration to the aircraftfor take-off and to provide deceleration to the aircraft for landing.

BACKGROUND

Engines on commercial passenger jets are sized for take-off conditions.This design condition drives engine sizes that are larger than necessaryfor every other phase of the aircraft flight. The larger sized enginefor take-off conditions results in higher purchase costs than would beneeded otherwise to operate the aircraft. The larger engine size alsoresults in higher cost of operation with adding weight to the aircraft,creating additional drag to the aircraft, adding fuel consumption, andaffecting range of the aircraft. Eliminating this design condition andthe engine mechanism to bring the aircraft to a cruise condition wouldimprove operating efficiencies and costs.

Take-off and climb-out noise from commercial aircraft engines is acontributor to noise pollution near airports. Eliminating the designcondition of the engines being sized for take-off conditions wouldreduce noise pollution.

At least some commercial aircraft are reliant on the onboard propulsionfrom the engines for take-off. An alternative to traditional commercialaircraft take-off is military aircraft use of steam or electromagneticcatapults on aircraft carriers. Another option is found in use withsailplanes. Sailplanes can be towed by a powered aircraft to launchaltitude.

With respect to landing, commercial aircraft utilize thrust reversers todecelerate the aircraft. Use of thrust reversers consumes fuel andcontributes to noise pollution near the airport. In addition, landing onrunways imparts wear to the tires of the landing gear. In the military,aircraft carriers utilize catch line systems to decelerate the aircraft.

Airport runway sizes may be limited by geography, such as water,mountains or existing structures. Runway size may also be limited bymonetary considerations or climate conditions, such as thin air. Assuch, some runways may not be long enough for larger aircraft to use fortake-off and landing. Further, some runways may be closed to take-offsand landings due to weather conditions, such as rain or ice causingcancelled or delayed flights.

SUMMARY

An example of a system for controlling movement of an aircraft includesa platform for supporting the aircraft and a clamp mechanism coupled tothe aircraft platform to releasably couple the aircraft onto theplatform. A conveying system is coupled to the platform and configuredto move the platform to accelerate or decelerate the aircraft coupled tothe platform is also provided.

An example of a system for controlling movement of an aircraft includesa frame positioned above a runway and extending across a width of therunway. The system includes an attachment mechanism secured to the frameand releasably coupled to at least one landing gear of an aircraft. Thesystem also includes a conveying system positioned on opposing sides ofthe runway and extending in a direction along a length of the runway.The frame is coupled to the conveying system to accelerate the aircraft.

An example of a runway system for controlling movement of an aircraftwhich includes a recess defined in a surface of a taxiway. Also includedis a barrier positioned at at least one of a first end portion of therecess and a second end portion of the recess.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a schematic partial cross section side elevation view of a firstembodiment of the system for controlling movement of an aircraft and arunway system for controlling movement of an aircraft;

FIG. 2 is a schematic top plan view of FIG. 1;

FIG. 3 is a schematic side elevation view of a first example of aplatform of the system for controlling movement of an aircraft;

FIG. 4 is a schematic front elevation view of a second example of aplatform of the system for controlling movement of an aircraft;

FIG. 5 is a schematic front elevation view of a third example of aplatform of the system for controlling movement of an aircraft;

FIG. 6 is a schematic partial side elevation view of an example of theclamp mechanism for a rear landing gear of an aircraft of the system forcontrolling movement of an aircraft;

FIG. 7 is a schematic cross section view taken along line 7-7 in FIG. 6;

FIG. 8 is a schematic side elevation view of the example of the clampmechanism of FIG. 6, for a front landing gear of an aircraft;

FIG. 9 is a schematic perspective view of a second embodiment of asystem for controlling accelerating movement of an aircraft;

FIG. 10 is a flow chart of a method for take-off of an aircraft; and

FIG. 11 is a flow chart of a method for landing of an aircraft.

While various embodiments have been described above, this disclosure isnot intended to be limited thereto. Variations can be made to thedisclosed embodiments that are still within the scope of the appendedclaims.

DETAILED DESCRIPTION

In referring to a FIGS. 1 and 2, a first example of a first embodimentof system 10 for controlling movement of an aircraft 14 is shown. Also,runway system 12 for controlling movement of an aircraft 14 is shown.System 10 for controlling movement of an aircraft 14 includes componentsthat provide acceleration and deceleration to aircraft 14 for take-offand landing of aircraft 14. Runway system 12 for controlling movement ofan aircraft 14 includes components that provide infrastructure at theairport to facilitate take-off and landing of aircraft 14.

In this first example of the first embodiment of system 10 forcontrolling movement of an aircraft 14, a platform 16 is provided forsupporting aircraft 14. As will be discussed in further detail herein,aircraft 14 is releasably coupled to platform 16, and platform 16 isaccelerated to facilitate take-off of aircraft 14. Aircraft 14, at timeof landing, lands upon platform 16 and is releasably coupled to platform16. Platform 16 is decelerated, and platform 16 and aircraft 14 arebrought to a stop.

In preparing for take-off, aircraft 14 taxis across a surface 18 of ataxiway 20. Taxiway 20 includes a support surface 22 positioned abovefirst barrier 24. First barrier 24 is used to decelerate platform 16without damaging platform 16, as will be herein discussed in moredetail. In this first example of the first embodiment of system 10,platform 16 is positioned within a recess 17 defined below grade orbelow surface 18 of taxiway 20. Taxiway 20 is used by aircraft 14 totaxi to recess 17 and access platform 16. In order for aircraft 14 toaccess platform 16, platform 16 is positioned at first end portion 19 ofrecess 17 with platform 16 positioned adjacent to first barrier 24 andsupport surface 22. With platform 16 positioned adjacent to supportsurface 22, a top surface 26 of platform 16 is positioned substantiallyparallel to and at substantially the same elevation as support surface22 and surface 18 of taxiway 20. The alignment of support surface 22 andtop surface 26 of platform 16 permits a smooth transition for aircraft14 to taxi onto platform 16.

In this example, a second barrier 25 is positioned at second end portion27 of recess 17. This second barrier 25 is also used to decelerateplatform 16 without damaging platform 16 when platform 16 is travelingtoward second end portion 27. Similarly constructed to first end portion19 of recess 17, second end portion 27 has support surface 22 positionedabove second barrier 25. With platform 16 positioned adjacent to supportsurface 22 at second end portion 27, the top surface 26 of platform 16is positioned substantially parallel to and at substantially the sameelevation as support surface 22 and surface 18 of taxiway 20. Thealignment of support surface 22 and top surface 26 of platform 16permits a smooth transition for aircraft 14 to taxi onto platform 16 atsecond end portion 27 of recess 17. With this construction at both firstend portion 19 and second end portion 27, aircraft 14 also has a smoothtransition in taxiing off of platform 16 at both first end portion 19and second end portion 27.

Once aircraft 14 is positioned onto top surface 26 of platform 16,aircraft 14 is releasably coupled to platform 16. Clamp mechanisms 28,which are coupled to platform 16, as shown in FIGS. 6-8, are used toreleasably couple aircraft 14 to platform 16. Clamp mechanism 28 will bediscussed below in more detail. With aircraft 14 positioned on topsurface 26 of platform 16, either in preparation for acceleration andtake-off or having landed on platform 16 for deceleration, clampmechanisms 28 are releasably coupled to each of front and rear struts 30of aircraft 14, as seen in FIGS. 6 and 8. Clamp mechanism 28 couples toand secures struts 30 of aircraft 14 to platform 16 to maintain aircraft14 on platform 16 during a take-off acceleration movement of platform 16and decouples and releases struts 30 at the time of take-off of aircraft14 from top surface 26 of platform 16. Clamp mechanisms 28 also couplesand secures struts 30 of aircraft 14 to platform 16 at the time aircraft14 lands on platform 16. Clamp mechanism 28 maintains aircraft 14secured onto platform 16 during deceleration of platform 16 in bringingaircraft 14 to a stop. Clamp mechanism 28 decouples from struts 30 afteraircraft 14 has come to a stop to permit aircraft 14 to taxi off ofplatform 16.

In addition to clamp mechanisms 28, additional releasable securementdevices can be employed, such as, wheel blocks 32, as seen in FIGS. 1and 3. Wheel blocks 32 include a pair of hydraulically, in this example,moveable arms 33 secured to platform 16. Moveable arms 33 are moveablerelative to platform 16. Wheel blocks 32 are positioned on opposingsides, front and back, of wheels 34 of front landing gear 36 and whenraised into position, abut opposing sides of wheels 34 of front landinggear 36 to prevent wheels 34 from rolling. Wheel blocks 32 associatedwith rear landing gear 38, similarly have moveable arms 33. Moveablearms 33 are positioned on opposing sides of wheels 35 of rear landinggear 38 and when raised into position, abut opposing sides of wheels 35to prevent wheels 35 from rolling. In this example, with clampmechanisms 28 coupled to struts 30 of aircraft 14 and wheel blocks 32placed in blocking position with respect to wheels 34 and 35, aircraft14 is releasably coupled to platform 16.

With aircraft 14 coupled to platform 16 for take-off, propulsion can beapplied to platform 16 to accelerate platform 16 to attain sufficientvelocity to enable aircraft 14 to take-off. At take-off, clampmechanisms 28 are uncoupled from struts 30 and wheel blocks 32 arereleased from wheels 34 and 35. With respect to landing aircraft 14,clamp mechanisms 28 couple to struts 30 of aircraft 14 with aircraft 14wheels 34 and 35 engaging platform 16 and couple aircraft 14 to platform16. With aircraft coupled to platform 16, at the time of landingaircraft 14, in this example, wheel blocks 32 are raised on platform 16and are positioned in blocking relationship with wheels 34 and 35, asdescribed above. Struts 30 and wheels 34 and 35 are released by clampmechanism 28 and wheel blocks 32, respectively, after aircraft 14 andplatform 16 have stopped and aircraft 14 is positioned to taxi off ofplatform 16.

System 10 further includes a conveying system 40 coupled to platform 16to move platform 16, in this first example, along and within recess 17.Platform 16 is positioned within recess 17 and above a floor 44 ofrecess 17. Conveying system 40 provides power to system 10 to provideacceleration and deceleration of platform 16 to facilitate take-off andlanding of aircraft 14. Power for conveying system 40 can be selectedfrom a variety of power generation mechanisms such as electromagnetic,electromechanical, steam or the like. In this example, electromagneticpower is utilized. Conveying system 40 includes at least one rail and inthis example, a pair of rails 42, positioned to extend in a directionalong a length of floor 44 in recess 17. Conveying system 40 alsoincludes an electrical power supply 46 electrically connected to pair ofrails 42. Platform 16 includes magnets positioned above pair of rails 42providing a magnetic force causing platform 16 to levitate above pair ofrails 42 and floor 44 with electrical power provided to pair of rails 42from electrical power supply 46. The same electrical power provided topair of rails 42 provides linear movement to platform 16 due toelectromagnetic force exerted onto the magnets positioned on platform16. Platform 16 is coupled to pair of rails 42 with magnets and/orwheels engaging opposing lateral sides of each rail of pair of rails 42,or other like structure for maintaining platform 16 aligned with pair ofrails 42.

With respect to take-off of aircraft 14, aircraft 14 is releasablycoupled to platform 16. Platform 16 is accelerated along recess 17toward a second end portion 27 of recess 17, as seen in FIG. 2. Aircraft14 is released from platform 16 when a take-off condition is attained.With aircraft 14 separated on take-off from platform 16, platform 16 isthen decelerated. Should platform 16 have residual velocity at the timeplatform 16 reaches second barrier 25, platform 16 impacts secondbarrier 25 at second end portion 27 of recess 17 bringing platform 16 toa stop. Each of first barrier 24 and second barrier 25 are constructedof an energy absorbing material such as sand, foam, or the like,preventing imparting damage to platform 16.

Platform 16, at this point, in this example, can be returned along pairof rails 42 in a reverse direction from take-off to first end portion 19for use for a subsequent take-off. The return of platform 16 to firstend portion 19 is also accomplished through use, for example, of acurved looped track on or below grade to return platform 16 back tofirst end portion 19.

In this example, with respect to landing aircraft 14, platform 16 isaccelerated from second end portion 27 of recess 17 toward first endportion 19 of recess 17 to match the landing speed of incoming landingaircraft 14. Platform 16 receives wheels 34 and 35 of front landing gear36 and rear landing gear 38 of aircraft 14, at which time, clampmechanism 28 couples to struts 30 of aircraft 14 coupling aircraft 14onto platform 16. With aircraft 14 coupled to platform 16, platform 16decelerates and comes to a stop. Platform 16 is then moved to first endportion 19 of recess 17. Aircraft 14 is uncoupled from platform 16 bydecoupling clamp mechanisms 28 from struts 30 and removing wheel blocks32 from blocking positions. Aircraft 14 taxis off of top surface 26 ofplatform 16 onto support surface 22. Aircraft 14 taxis from supportsurface 22 onto taxiway 20 and taxis back to the terminal. Afteraircraft 14 has taxied off of platform 16, platform 16 as describedabove, can be, in this example, returned to second end portion 27 forsubsequent use.

The operations of system 10 for controlling movement of an aircraft 14,while aircraft 14 is positioned on platform 16, are controlled by acontroller 48. Controller 48 includes a memory for storing algorithmsthat are executed by a processor. Controller 48 is connected toconveying system 40, to platform 16, and to clamp mechanisms 28.Controller 48 controls the movement of platform 16 for take-off andlanding and controls clamp mechanisms 28 for releasably couplingaircraft 14 to platform 16.

For take-off, in this example, controller 48 is provided with thetake-off velocity for aircraft 14 positioned on platform 16. Controller48 commands clamp mechanisms 28 to couple aircraft 14 to platform 16.Clamp mechanisms 28 communicate to controller 48 that aircraft 14 issecured to platform 16. Controller 48 provides communications toelectrical power supply 46 to provide, in this example, sufficientelectrical energy to pair of rails 42 for platform 16 to attain take-offvelocity for aircraft 14. At the time for take-off, controller 48instructs clamp mechanisms 28 to decouple from struts 30 of aircraft 14releasing aircraft 14 to lift off of platform 16. With aircraft 14lifting off of platform 16, in this example, a weight sensor positionedon platform 16 senses aircraft 14 is no longer positioned on platform16. The weight sensor sends the data to controller 48. Controller 48, inresponse to receiving this data from the weight sensor, sends acommunication to electrical power supply 46 to reduce supply of, in thisexample, electrical power to pair of rails 42 to decelerate platform 16.If sufficient length of recess 17 is not available to completely stopplatform 16, first barrier 24 or second barrier 25 will absorb impact ofplatform 16 and stop platform 16 without imparting damage to platform16.

With respect to landing of aircraft 14 onto platform 16, controller 48receives data regarding position, velocity, and orientation of incomingaircraft 14. Controller 48 provides commands to electrical power supply46 to provide the appropriate electrical power to pair of rails 42 forplatform 16 to attain a matching velocity of incoming landing aircraft14. Additionally, in this example, controller 48 will receive data fromsensors, for example, positioned on aircraft 14 regarding the pitch,yaw, and roll of aircraft 14. In turn, controller 48 sends hydraulic orelectrical actuators positioned on platform 16 instructions to move topsurface 26. Top surface 26 can be moved to match the pitch, yaw, androll of aircraft 14 in order to optimally receive aircraft 14 ontoplatform 16. Actuators, as will be discussed herein, are used to movetop surface 26 of platform 16. Controller 48 receives data regardingorientation of aircraft 14 and controller 48, in turn, instructs theactuators to move top surface 26 to match the orientation of aircraft14.

In this example, platform 16 has the weight sensor, which detectsengagement of landing gear of aircraft 14 onto platform 16. The weightsensor communicates weight data to controller 48. In return, controller48 commands clamp mechanisms 28 to couple to struts 30. Clamp mechanism28 provides controller 48 with a communication, which confirms aircraft14 has been coupled to platform 16. At that time, controller 48instructs electrical power supply 46 to reduce power supplied to pair ofrails 42. With the reduction of power provided to pair of rails 42,platform 16 decelerates, and platform 16 and aircraft 14 are brought toa stop. With platform 16 and aircraft 14 stopped, controller 48instructs electrical power supply 46 to provide electrical power to pairof rails 42 to move platform 16, in this example, to first end portion19 of recess 17. With aircraft 14 at first end portion 19 and platform16 has stopped, controller 48 instructs clamp mechanism 28 to uncouplefrom strut 30 and wheel blocks 32 to move to a non-blocking position.The operation of controller 48 will be further discussed below withrespect to moving platform 16 and operating clamp mechanisms 28 infacilitating take-off and landing of aircraft 14.

In referring to FIGS. 1 and 2, runway system 12 for controlling movementof an aircraft 14 is shown. Recess 17 is positioned adjacent to surface18 of taxiway 20 and below taxiway 20. First barrier 24, as discussedabove, is positioned at first end portion 19 of recess 17 and, in thisexample, second barrier 25 is positioned at second end portion 27 ofrecess 17. First barrier 24 is used to assist deceleration of platform16 after aircraft 14 has taken off from platform 16 with platform movingtoward first end portion 19. With the direction of take-off of aircraft14 being toward second end portion 27, second barrier 25 is used to slowdown and stop platform 16. Positioning first barrier 24 at first endportion 19 and second barrier 25 at second end portion 27, providesairport operations versatility in direction of take-off of aircraft 14.

Runway system 12 further includes conveying system 40. Conveying system40 includes at least one rail, in this example, pair of rails 42,positioned to extend along a length and along floor 44 of recess 17. Inaddition, conveying system 40 includes electrical power supply 46, whichis electrically connected to pair of rails 42. Platform 16 is positionedwithin recess 17 and above floor 44 and pair of rails 42. Platform 16has magnets, which magnetically couple platform 16 to pair of rails 42and causes platform 16 to levitate over pair of rails 42 when electricalpower is provided to pair of rails 42. The same electrical powerprovided to pair of rails 42 provides linear movement to platform 16 dueto electromagnetic force exerted onto the magnets positioned on platform16. Platform 16 is also coupled to pair of rails 42 with magnets and/orwheels engaging opposing lateral sides of each rail of pair of rails 42,or other like structure for maintaining platform 16 aligned with pair ofrails 42. As discussed earlier, controller 48 is connected to electricalpower supply 46 and controls the amount of electrical energy provided topair of rails 42 to accelerate or decelerate platform 16. The amount ofand direction of electrical energy provided pair of rails 42 controlsmovement of platform 16. Controller 48, as mentioned above, controlsclamp mechanisms 28 and acceleration of platform 16 for take-off.Further, controller 48 controls acceleration and position of platform16, top surface 26 orientation, and clamp mechanisms 28 for landing ofaircraft 14.

Runway system 12 also includes platform 16 positioned within recess 17with top surface 26 of platform 16 positioned substantially aligned withsurface 18 of taxiway 20. In this example, taxiway 20 includes supportsurface 22, which is positioned over first barrier 24 and second barrier25. Substantial alignment of taxiway 20, support surface 22, and topsurface 26 of platform 16 provides a smooth transition of aircraft 14taxiing from taxiway 20 onto to platform 16 and from platform 16 ontotaxiway 20 at both first end portion 19 and second end portion 27 ofrecess 17.

A second example of system 10′ for controlling movement of an aircraft14 is shown in FIGS. 3, 6 and 9. An example of this second embodiment,includes a frame 60, as seen in FIG. 9, positioned above and extendingacross a width “W” of runway 54. Platform 16 is seen in FIG. 3. Frame 60is coupled to platform 16 with attachment member 53 (e.g. a tug), asseen in FIG. 9, being used to secure to front landing gear 36. Conveyingsystem 40, as seen in FIG. 9, includes first rail 50 positioned on firstside 52 of runway 54 and second rail 56 positioned on second side 58 ofrunway 54. First rail 50 and second rail 56 are electrically connectedto electrical power supply 46, as shown in FIG. 1. Conveying system 40further includes wheels 64 coupled to platform 16 so as to rotaterelative to platform 16. Frame 60 is coupled with coupling ends 62 tofirst rail 50 and second rail 56 of conveying system 40. Coupling ends62 include magnets that cause frame 60 to levitate with respect to firstrail 50 and second rail 56, or otherwise referred to as pair of rails42, with electrical power provided to first rail 50 and second rail 56.Frame 60 is electromagnetically driven linearly along first rail 50 andsecond rail 56 and runway 54 with electromagnetic force exerted onto themagnets positioned on coupling ends 62. Additionally, coupling ends 62are coupled to first rail 50 and second rail 56 with magnets and/orwheels engaging opposing lateral sides of each rail of first rail 50 andsecond rail 56, or other like structure for maintaining coupling ends 62aligned with first rail 50 and second rail 56. The linear movementimparted to frame 60 results in platform 16 rolling along runway 54 forboth take-off and landing of aircraft 14.

In this second example of system 10′, platform 16 utilizes clampmechanism 28, as shown in FIGS. 6-8, to releasably couple struts 30 ofaircraft 14 to platform 16, which will be discussed in more detail. Inthis example, platform 16 also utilizes wheel blocks 32 to block wheels34 and 35 from rolling with respect to top surface 26, as seen in FIG.3. In this example, controller 48 communicates with clamp mechanisms 28much like that described above for the first embodiment. Clamp mechanism28 is instructed by controller 48 to couple to struts 30 of aircraft 14to platform 16 for accelerating platform 16 for take-off of aircraft 14and also communicates to clamp mechanisms 28 to uncouple from struts 30at time of take-off of aircraft 14 from platform 16. In this embodiment,controller 48 controls take-off as described above for the firstembodiment. A velocity sensor of platform 16 is used in both examples ofsystem 10 and system 10′, to inform controller 48 of the velocity ofplatform 16. When take-off velocity as a take-off condition is attained,in this example, controller 48 instructs clamp mechanisms 28 to uncouplefrom struts 30. Release of struts 30 permit aircraft 14 to depart fromplatform 16. Other take-off conditions are described below.

When landing aircraft 14, with this second example of system 10′,platform 16 is controlled by controller 48 as described in the firstexample of system 10. An additional control by controller 48 is presentin this second example of system 10′. Attachment member 53 is moveablealong frame 60 in a direction of width “W” of runway 54. Controller 48receives position data of aircraft 14 that indicates aircraft 14 ispositioned more on one side of center of runway 54 than on another sideof center of runway 54. Controller 48 commands frame 60 to moveattachment member 53 along frame 60 in the direction of the width “W” ofrunway 54. Controller 48 aligns platform 16 to receive incoming landingaircraft 14. As a result, controller 48, in this second example,controls the lateral movement of platform 16 with respect to runway 54.Controller 48 controls, as in the first example, conveying system 40,platform 16, and clamp mechanisms 28 so as to accommodate acceleratingaircraft 14 for take-off and decelerating aircraft 14 for landing. Afteraircraft 14 has been brought to a stop, platform 16 is towed by frame 60to a recess, similar to recess 17 shown in FIG. 1, however this recesswill have a ramp providing platform 16 access to the recess. Attachmentmember 53 is disconnected from platform 16, and clamp mechanism 28uncouples aircraft 14 from platform 16. Aircraft 14 taxis off of topsurface 26 of platform 16 onto taxiway 20.

As seen in FIG. 3, platform 16 is shown as a single component. Otherexamples of platform 16 include platform 16 including two spaced apartcomponents or platform 16A and platform 16B, as seen in FIG. 4. Anotherexample of platform 16 includes three components or platform 16C,platform 16D, and platform 16E that are spaced apart from one another,as shown in FIG. 5. These examples of platform 16 can be used in eitherof the two described examples for system 10 and system 10′ forcontrolling movement of an aircraft 14. Much like controller 48 controlsplatform 16 as a single platform 16, controller 48 controls themovement, position, and orientation of these other examples of platform16 having two or three components. Controller 48 is coupled to conveyingsystem 40, platform 16 with two or three components, and clampmechanisms 28 of each component. Thus, platform 16 with one, two, orthree components will operate to accelerate aircraft 14 secured toplatform 16 for aircraft 14 to take-off. Platform 16 with one, two, orthree components will operate to decelerate aircraft 14 secured toplatform 16 for aircraft 14 to land. Clamp mechanisms 28 will besimilarly controlled by controller 48 to releasably couple struts 30 andto uncouple struts 30 as commanded, regardless of the number ofcomponents of platform 16 that are employed.

In referring to FIGS. 3-5, platform 16 is shown with different numbersof components. In FIG. 3, platform 16 comprises a single component orplatform 16. In FIG. 4, platform 16 includes two spaced apart componentsor platform 16A and platform 16B, wherein platform 16A supports frontlanding gear 36 and platform 16B supports rear landing gear 38. In FIG.5, platform 16 includes three spaced apart platforms such as platform16C, platform 16D, and platform 16E. Platform 16C supports front landinggear 36, and platform 16D and platform 16E support rear landing gear 38.

Regardless of the number of components of platform 16 used, whether asingle component platform 16, two components or platform 16A andplatform 16B, or three components or platform 16C, platform 16D, andplatform 16E, all configurations of platform 16 support aircraft 14.Additionally, all components of platform 16 have clamp mechanisms 28, asshown in FIGS. 6-8, used to releasably couple aircraft 14 to platform16. Whether platform 16 comprises one, two or three components, each ofthese components of platform 16 will be controlled by controller 48 toaccelerate aircraft 14 for take-off and to receive and decelerateaircraft 14 for landing, as is described herein for single platform 16.

Another example of clamp mechanism 28 is shown in FIGS. 4 and 5. In suchan example, opposing arms 76 are secured to platform 16. In FIG. 4,hydraulic or electric powered opposing arms 76 are secured to platform16A and are positioned on opposing lateral sides of wheels 34. Wheels 34are secured to strut 30 of front landing gear 36. Similarly, opposingarms 76 are secured to platform 16B positioned on lateral opposing sidesof wheels 35. Wheels 35 are positioned on each strut 30 of rear landinggear 38. With aircraft 14 engaging platform 16A and platform 16Bopposing arms 76 clamp into wheel wells of wheels 34 and 35 and securefront landing gear 36 and rear landing gear 38 to platform 16A andplatform 16B, respectively. At time of take-off or at time aircraft 14is to taxi off of platform 16A and platform 16B after landing, opposingarms 76 are unclamped and removed from wheel wells of wheels 34 and 35.Opposing arms 76, when not in use, are rotated downwardly relative totop surface 26. Opposing arms 76 are raised and re-clamped to wheels 34and 35 with aircraft 14 positioned on platform 16A and platform 16Bpreparing for platform 16A and platform 16B to impart acceleration toaircraft 14 for take-off. Opposing arms 76 are raised and clamped towheels 34 and 35, coupling aircraft 14 to platform 16A and platform 16Bwhen landing.

In FIG. 5, opposing arms 76 are similarly used for clamping wheel wellsof wheels 34 of front landing gear 36 and for wheel wells of wheels 35of rear landing gear 38 as described above for two components ofplatform 16A and 16B. Instead of opposing arms 76 being secured toplatform 16B for rear landing gear 38, opposing arms 76 in FIG. 5 arepositioned on each of platform 16D and platform 16E for coupling anddecoupling from rear landing gear 38.

In referring to FIGS. 1 and 3, a front portion 29 of top surface 26 ofplatform 16 is positioned in an angular relationship relative to asurface such as, runway 54 or floor 44 of recess, on which platform 16is positioned. This angular position of top surface 26 is positioned ata location on platform 16 such that front landing gear 36 of aircraft 14is positioned on this raised portion of top surface 26. Nose 78 ofaircraft 14 is positioned in a slightly upward position relative torunway 54 or floor 44. This configuration of nose 78 provides aircraft14 more lift and a more proper take-off position for take-off fromplatform 16. This angular orientation of top surface 26 can also bepositioned on platform 16A and platform 16C, which support front landinggear 36.

An example of conveying system 40, for the first and second example ofsystem 10 and system 10′ for controlling movement of an aircraft,included pair of rails 42 positioned either in recess 17 or outside ofand on either side of runway 54 for use with electromagnetic power.Another example of conveying system 40 can be used with anyconfiguration of platform 16, whether including one, two, or threecomponents. Each component of platform 16 can also be self-propelled.Conveying system 40 includes each component carrying its own propulsiondriving mechanism coupled to the component, such as a combustion engineor electric motor or the like providing power to wheels 64. Wheels 64,as seen in FIGS. 3-6, are secured to each of these platforms forrotation relative to the platform to permit platform 16, whether asingle, double, or triple component platform 16, to roll along runway54. Controller 48 controls the speed and direction of each platformcomponent for take-off acceleration and for catching aircraft 14 anddeceleration. As discussed above, controller 48 will control theconveying system 40, platform 16, (including its speed, position, andorientation) and clamp mechanism 28 to facilitate take-off and landingswith the various configurations of platform 16.

In referring to FIGS. 6-8, clamp mechanism 28 is shown coupled toplatform 16. In FIG. 6, clamp mechanism 28 is shown coupled to strut 30of rear landing gear 38. Clamp mechanism 28 includes an arm 80 rotatablyconnected to platform 16 with a pivot 82. Hydraulic actuator 84, in thisexample, is rotatably secured to one end 86 of arm 80 with pivot 88. Inother examples, electrical actuators and the like may be used. Withhydraulic actuator 84 in a retracted position, a lead end portion 90 ofarm 80 is in an extended position engaging strut 30. Lead end portion 90includes opposing fingers 92, as seen in FIG. 7. Opposing fingers 92 arepivotally mounted to lead end portion 90 with a pivot 94. Weight sensorspositioned on platform 16 or other sensors such as visual sensorscommunicate to controller 48 that aircraft 14 has engaged top surface 26of platform 16. In turn, controller 48 instructs clamp mechanism 28 torise and opposing fingers 92 to engage strut 30. Opposing fingers 92close around strut 30 and couple strut 30 to platform 16. With clampmechanism 28 in an uncoupled position, as shown in dashed lines,hydraulic actuator 84 is in an extended position, and lead end portion90 is in a retracted position from strut 30. Similarly, clamp mechanism28, as shown in FIG. 8, operates to couple and uncouple strut 30 offront landing gear 36.

Controller 48 instructs clamp mechanisms 28 to have hydraulic actuator84 in an extended position with platform 16 unsecured from aircraft 14.However, with aircraft 14 on platform 16 for purposes of receivingacceleration from platform 16 for take-off, controller 48 instructshydraulic actuator 84 to move to a retracted position and opposingfingers 92 to lock onto strut 30. With a sensor on platform 16 sensingplatform 16 has reached take-off velocity, sensor sends data of reachingtake-off velocity to controller 48. Controller 48 then instructshydraulic actuator 84 to move to an extended position, decouplingfingers 92 of clamp mechanism 28 from strut 30 to permit aircraft 14 totake-off from platform 16. Alternatively, the sensor that detects thetake-off velocity has been attained for aircraft 14 and communicates thedata to controller 48 will not, by itself, indicate a take-off conditionhas been attained. However, in this example, in order for controller 48to send a command to hydraulic actuator 84 to move to an extendedposition and decouple clamp mechanism 28 from strut 30, controller 48also, in addition, receives an instruction from another sensor on clampmechanism 28. This another sensor on clamp mechanism 28 senses a liftforce being exerted against clamp mechanism 28 by aircraft 14. With alift force received by this another sensor, the another sensorcommunicates that data to controller 48. Thus, the take-off condition,in this example, includes both that take-off velocity has been reachedand that a lift force has been exerted by aircraft 14 prior tocontroller 48 commanding hydraulic actuator 84 to move to an extendedposition uncoupling clamp mechanism 28 from strut 30.

With respect to landing aircraft 14 onto platform 16, a sensorpositioned on platform 16, in this example, senses weight being exertedonto platform 16 from wheels 34 and 35 of aircraft 14. With the weightdata sent to controller 48, controller 48 instructs hydraulic actuator84 to move to a retracted position to enable clamp mechanism 28 tocouple to strut 30 to releasably couple aircraft 14 to platform 16. Withaircraft 14 secured to platform 16, controller 48 instructs conveyingsystem 40 to decelerate platform 16 bringing aircraft 14 to a stop. Withaircraft 14 stopped and in position to taxi off of platform 16,controller 48 sends an instruction to hydraulic actuator 84 to move toan extended position to decouple aircraft 14 from platform 16.

In referring to FIG. 9, a second embodiment of a system 100 forcontrolling movement of an aircraft 14 is shown. System 100, as will bedescribed below, uses frame 60 to accelerate aircraft 14 for take-off,without aircraft 14 positioned on platform 16. In contrast, the secondexample of system 10′ also uses frame 60, as seen in FIG. 9 anddescribed above, however, instead of coupling frame 60 directly toaircraft 14, frame 60 is coupled to platform 16. Platform 16 providessupport, in that example, to aircraft 14 for take-off and landing ofaircraft 14.

System 100 is used to accelerate aircraft 14 along runway 54 tofacilitate take-off for aircraft 14. In this example, frame 60 ispositioned above runway 54 and extends across a width “W” of runway 54.Conveying system 40 is positioned on opposing sides of the runway 54 andincludes pair of rails 42. Conveying system 40 includes first rail 50positioned on first side 52 of runway 54 and second rail 56 positionedon second side 58 of runway 54. Conveying system 40 further includeselectrical power supply 46, as seen in FIG. 1, which is electricallyconnected to first rail 50 and second rail 56. First rail 50 and secondrail 56 extend in a direction along a length of runway 54, and frame 60is coupled to the first rail 50 and second rail 56 with coupling ends62, as described above. With electrical energy supplied to first rail 50and second rail 56, electromagnetic force drives coupling ends 62 andframe 60, accelerating frame 60 along first rail 50 and second rail 56and runway 54, as also described above. Frame 60 is releasably coupledwith attachment member 53 releasably secured to at least one landinggear, in this example, front landing gear 36 of aircraft 14. Attachmentmember 53, in this example, is a tug, which releasably couples to strut30 of front landing gear 36. Other power supplies for conveying system40 can be selected, such as, steam, electrical motor, and internalcombustion motor.

Attachment member 53 is secured to frame 60 and releasably coupled tostrut 30 of front landing gear 36. With attachment member 53 coupled tostrut 30 of aircraft 14, controller 48 instructs electrical power supply46 of conveying system 40 to provide electrical power to first rail 50and second rail 56. With first rail 50 and second rail 56 powered,electromagnetic linear force is applied to frame 60 to accelerate frame60 and aircraft 14. Controller 48 instructs electrical power supply 46to supply power for frame 60 to attain take-off velocity for aircraft14. Attachment member 53 is uncoupled from strut 30 at the time oftake-off for aircraft 14, as clamp mechanism 28, described above, isuncoupled from strut 30 at the time of take-off. Controller 48 instructsattachment member 53 to release strut 30 of aircraft 14 when a sensor onframe 60 informs controller 48 that aircraft 14 attained a take-offvelocity. In the alternative, controller 48 instructs attachment member53 to uncouple from strut 30 when information from a sensor on frame 60indicates that aircraft 14 has attained take-off velocity and thatanother sensor on attachment member 53 indicates that aircraft 14 hasexerted a lift force onto attachment member 53.

In referring to FIG. 10, a method 110 for accelerating an aircraft fortake-off is shown. Method 110 for accelerating an aircraft for take-offincludes the step 112 of attaching aircraft 14 to one of onto a platform16 and to a frame 60, wherein frame 60 is positioned above runway 54 andextends across a width of runway 54. As described above, aircraft 14 ispositioned on platform 16 and is releasably coupled to platform 16 withclamp mechanism 28. Alternatively, in a second embodiment of system 100,aircraft 14 is releasably secured to frame 60 positioned above runway 54and extending across a width “W” of runway 54.

Method 110 includes step 114 of accelerating the one of platform 16 andframe 60 to which aircraft 14 is releasably secured. Controller 48 isprovided with the take-off velocity for aircraft 14. Controller 48connected to electrical power supply 46 instructs electrical powersupply 46 to provide sufficient electrical power, in this example, topair of rails 42. Platform 16, in one example of the first embodiment ofsystem 10, is magnetically coupled to pair of rails 42, and in a secondexample of system 10′ and in the second embodiment of system 100, frame60 is magnetically coupled to pair of rails 42. The electrical powersupplied to rails 42, as instructed by controller 48, acceleratesplatform 16 or frame 60 to the take-off velocity for aircraft 14.

Method 110 further includes step 116 of attaining a take-off condition.Take-off condition can include platform 16 or frame 60 attaining thetake-off velocity of aircraft 14. Attaining the take-off velocity isdetected by a sensor that detects the velocity of platform 16 or frame60 and communicates the data to controller 48. Alternatively, take-offcondition can include meeting two conditions, first, take-off velocityfor aircraft 14 has been attained, as described above, and second, thata lift force has been exerted by aircraft 14 onto clamp mechanism 28, inthe above described examples of the first embodiment of system 10 oronto attachment member 53 in the above described second embodiment ofsystem 100. The lift force can be sensed by a strain sensor positionedon clamp mechanism 28 positioned on platform 16 for the first embodimentof system 10, or strain sensor can be positioned on attachment member 53for the second embodiment of system 100. This strain sensor communicatesthe lift force to controller 48, and the velocity sensor reportsvelocity of platform 16 or frame 60 to controller 48.

Method 110 additionally includes step 118 of detaching aircraft 14 fromone of platform 16 and frame 60 to which aircraft 14 is attached.Detaching aircraft 14 from platform 16 occurs when controller 48 hasreceived the data that the take-off condition has been attained.Controller 48 then sends a command to clamp mechanism 28 to uncoupleclamp mechanism 28 from strut 30. In the instance of the secondembodiment of system 100, controller 48 sends a command to attachmentmember 53 to uncouple from strut 30 of aircraft 14.

With aircraft 14 detached from platform 16, aircraft 14 climbs away fromplatform 16. In this example, with a weight sensor on platform 16sensing aircraft 14 has lifted off of platform 16, a signal is sent tocontroller 48 from this sensor. Controller 48 receives the signal thataircraft 14 has taken-off and sends a communication to electrical powersupply 46 to reduce electrical power being provided to pair of rails 42.With the reduction of electrical power, in this example, provided torails 42, platform 16 decelerates. With respect to frame 60, onceaircraft 14 is detached from frame 60, a sensor on attachment member 53senses aircraft 14 has ascended from runway 54. This sensor sends asignal to controller 48 that aircraft 14 has taken-off. Controller 48,in return, communicates to electrical power supply 46 to reduceelectrical power to pair of rails 42. With the reduction of power torails 42, frame 60 decelerates. As mentioned above, other power sourcesfor conveying system can be selected, such as steam, electric motor, andinternal combustion engine.

In referring to FIG. 11, a method 120 for decelerating an aircraft forlanding is shown. Method 120 for decelerating aircraft 14 for landingincludes step 122 of determining the position and movement of anincoming aircraft 14 relative to platform 16. As aircraft 14 approachesan airfield and makes preparations for landing, communications link withthe controller 48 of conveying system 40 for platform 16 is established.Controller 48 utilizes aircraft-supplied positional data, including GPS,satellite triangulation, sensors at the airport, such as airfield radaror LIDAR, to establish the plane's position and movement relative toplatform 16. Aircraft 14 self-reported position, attitude, and altitudeare also communicated to controller 48. In addition, aircraft 14 makeand model is also communicated to controller 48 to provide controller 48optimal catching conditions such as standard wheel size, landing gearcatchment locations, etc.

At this time, air traffic control verifies landing auto-catch conditions(i.e., clear to land). Conveying system 40 self-monitoring conditionsare reported to controller 48, and this status is displayed to airtraffic control. Air traffic control approves the auto-catch landing onthe appropriate runway 54. Controller 48 maintains headings and speedfor all nearby airborne aircraft should a landing pilot desire tooverride air traffic control's disapproval of a landing. In either case,the pilot must either manually confirm that an auto-catch landing isdesired, or have the autopilot set to auto-catch and the autopilotcomputer will relay the auto-catch approval.

Controller 48 maintains a positional model with the instantaneousplatform 16 location, orientation, and altitude with respect to therunway 54, and the landing aircraft 14. As aircraft 14 approachesapproach strobes of runway 54, controller 48 refines an initial speedestimate for the landing aircraft 14 as the target speed for platform16.

Method 120 for decelerating an aircraft for landing includes step 124 ofmoving platform 16. Movement of platform 16 is to match movement oflanding aircraft 14. As aircraft 14 passes over the runway 54 threshold,or beginning of runway 54, controller 48 commands conveying system 40 tolaunch platform 16 forward. Platform 16 is accelerated by conveyingsystem 40 until platform 16 matches speed of aircraft 14. With platform16 in proximity to aircraft 14, sensors on platform sense position ofwheels 34 and 35 on front landing gear 36 and rear landing gear 38,respectively. This data is obtained from onboard sensors that include acombination of video feeds, LIDAR, or other ranging data. This data istransmitted to controller 48. Platform 16 sensors may also receive datafrom transponders located at key points on aircraft 14 to establishauto-catch or landing conditions. Controller 48 assimilates all the datawith preference for the data directly reported from the sensors onplatform 16, which receives data from aircraft 14 transponders. Asaircraft 14 descends, controller 48 makes continuous speed adjustmentsto platform 16 to match aircraft 14 with commands to electrical powersupply 46. Additionally, controller 48 makes adjustments to top surface26 of platform 16 to match pitch, yaw, and roll orientation of wheels 34and 35 of aircraft 14, as described below.

Method 120 for decelerating an aircraft for landing includes step 126 ofattaching incoming aircraft 14 to the platform 16. Aircraft 14 descendsonto platform 16 and, once contact position is reached, which istypically sensed by a weight sensor, weight sensor communicates thisoccurrence to controller 48. Controller 48 sends a command to clampmechanism 28 to rapidly couple struts 30 of front landing gear 36 andrear landing gear 38, respectively. Once struts 30 have been coupled,clamp mechanism 28 reports this data to controller 48.

Method 120 for decelerating an aircraft for landing includes step 128 ofdecelerating platform 16. Controller 48 commands conveying system 40 toprovide less electrical power, in this example, to pair of rails 42,which begins to decelerate platform 16 and aircraft 14 attached toplatform 16. An optimal rate of deceleration is employed for passengercomfort. The distance remaining to the end of runway 54 and currentspeed of platform 16 is also taken into consideration for rate ofdeceleration. Controller 48 reports the coupled condition of aircraft 14with respect to platform 16 to air traffic control and this coupledstate is reported to the landing aircraft 14. This communication ismade, in this example, automatically to landing aircraft 14 autopilotcomputer. The pilot or autopilot computer responds by assisting thedeceleration using aircraft 14 control surfaces and engine speedadjustments or reverse thrusting. Should top surface 26 of platform 16be raised during this landing process, the hydraulic or electricactuators that have raised top surface 26 are used to descend topsurface 26 during deceleration of platform 16 in preparation forreaching an unloading position.

Method 120 for decelerating an aircraft for landing further includes thestep of detecting the orientation of wheels 34, 35 of aircraft 14 andadjusting platform 16 to match the orientation of wheels 34, 35. Asmentioned above, with platform 16 in proximity to aircraft 14, sensorson platform sense position of wheels 34 and 35 positioned on frontlanding gear 36 and rear landing gear 38, respectively. Sensors onplatform 16 can include a combination of video feeds, LIDAR, or otherranging sensors. The data from these sensors is transmitted tocontroller 48. Platform 16 sensors may also receive data fromtransponders located at key points on aircraft 14 to establishauto-catch or landing conditions. Controller 48 assimilates all of thedata, with preference for the data directly reported by from the sensorson platform 16, which receives data from aircraft 14 transponders. Thisdata includes the pitch, yaw and roll of aircraft 14. The pitch, yaw,and roll data is transmitted to controller 48, and controller 48 sendscommands to hydraulic or electric actuators positioned under top surface26 of platform 16. Actuators raise top surface 26 to engage wheels 34,35 of aircraft 14 and also orient top surface 26 to match the pitch,yaw, and roll of aircraft 14. As aircraft 14 descends onto top surface26 of platform 16, controller 48 makes continuous adjustments to topsurface 26 until contact position is reached by aircraft 14.

At the unloading position, platform 16 descends below runway 54 leveluntil aircraft 14 wheels 34, 35 are level with the paved surface ofrunway 54. Platform 16 comes to a complete stop. Automatically, or atthe pilot's command, in this example, clamp mechanism 28 decouples fromstruts 30. Clamp mechanism 28 retracts, and the pilot disengagesaircraft parking brakes, applies throttle, and taxis aircraft 14 to thearrival gate. Controller 48 verifies aircraft 14 has disengaged fromplatform 16. In this example, controller 48 directs platform 16 toreturn to a start position, either by traversing pair of rails 42 inreverse, or continuing on an above or below-ground rail loop built forthe purpose.

Clause 1 A method for accelerating an aircraft for take-off, the methodincluding the steps of attaching an aircraft to one of onto a platformand a frame, the frame positioned above a runway and extending across awidth of the runway and accelerating the one of the platform and theframe, to which the aircraft is attached, to attain a take-off conditionof the aircraft. Also are included the step of detaching the aircraftfrom the one of the platform and the frame when the take-off conditionis attained.

Clause 2 A method for accelerating an aircraft for take-off, the methodincluding the steps of attaching an aircraft to one of onto a platformand a frame, the frame positioned above a runway and extending across awidth of the runway and accelerating the one of the platform and theframe, to which the aircraft is attached, to attain a take-off conditionof the aircraft. Also are included the step of detaching the aircraftfrom the one of the platform and the frame when the take-off conditionis attained. The step of detaching occurs when one of the platform andthe frame reaches a velocity enabling the aircraft to take-off or reacha velocity enabling the aircraft to take-off and the aircraft exerts alift force.

Clause 3 A method for accelerating an aircraft for take-off, the methodincluding the steps of attaching an aircraft to one of onto a platformand a frame, the frame positioned above a runway and extending across awidth of the runway and accelerating the one of the platform and theframe, to which the aircraft is attached, to attain a take-off conditionof the aircraft. Also are included the step of detaching the aircraftfrom the one of the platform and the frame when the take-off conditionis attained. Further included is a step of decelerating the one of theplatform and the frame subsequent to take-off of the aircraft.

Clause 4 A method for decelerating an aircraft for landing, the methodincludes the steps of determining the position and movement of anincoming aircraft relative to a platform and moving the platform tomatch the movement of the aircraft. The method also includes the stepsof attaching the incoming aircraft onto the platform and deceleratingthe platform.

Clause 5 A method for decelerating an aircraft for landing, the methodincludes the steps of determining the position and movement of anincoming aircraft relative to a platform and moving the platform tomatch the movement of the aircraft. The method also includes the stepsof attaching the incoming aircraft onto the platform and deceleratingthe platform. The step of moving the platform includes initiating movingof the platform with the aircraft passing over a threshold of therunway.

Clause 6 A method for decelerating an aircraft for landing, the methodincludes the steps of determining the position and movement of anincoming aircraft relative to a platform and moving the platform tomatch the movement of the aircraft. The method also includes the stepsof attaching the incoming aircraft onto the platform and deceleratingthe platform. This method further includes the steps of detecting theorientation of the wheels of the aircraft and adjusting the platform tomatch the orientation of the wheels.

While various embodiments have been described above, this disclosure isnot intended to be limited thereto. Variations can be made to thedisclosed embodiments that are still within the scope of the appendedclaims.

What is claimed is:
 1. A system for controlling aircraft movement, thesystem comprising: a frame extending across a width of a runway; anattachment mechanism coupled to the frame and configured to bereleasably connected to a portion of an aircraft; and a conveying systemconfigured to, with the aircraft coupled to the frame during take-off ofthe aircraft, accelerate the aircraft, and wherein the conveying systemis configured to, during landing of the aircraft, decelerate theaircraft.
 2. The system of claim 1, wherein the conveying system isfurther configured to accelerate the aircraft by moving a platform thatis coupled to the aircraft, and wherein the conveying system comprises:a first rail positioned at a first side of the runway; a second railpositioned at a second side of the runway; and a power supplyelectrically coupled to the first rail and the second rail.
 3. Thesystem of claim 2, wherein the platform is configured to be moved withina recess during the take-off of the aircraft and the landing of theaircraft.
 4. The system of claim 2, wherein a top surface of theplatform is substantially parallel with a surface of a taxiway.
 5. Thesystem of claim 1, wherein the conveying system comprises: at least onerail; and a power supply electrically coupled to the at least one rail.6. The system of claim 1, wherein the conveying system comprises a firstrail positioned on a first side of the runway, a second rail positionedon a second side of the runway, and an electrical power supply coupledto the first rail and to the second rail, and further comprising aplatform coupled to the frame and to the conveying system.
 7. The systemof claim 6, wherein the platform comprises a first magnet spaced apartfrom a second magnet, wherein the first magnet is configured to levitateover the first rail while the electrical power supply supplieselectrical energy to the first rail, and wherein the second magnet isconfigured to levitate over the second rail while the electrical powersupply supplies electrical energy to the second rail.
 8. The system ofclaim 7, wherein the electrical power supply is configured to supplypower, to the first rail and the second rail, to exert anelectromagnetic force on the first magnet and on the second magnet, theelectromagnetic force configured to cause linear movement of theplatform.
 9. The system of claim 1, further comprising a controller,wherein the frame comprises a first component, a second component spacedapart from the first component, and a third component spaced apart fromthe first component and the second component, wherein the attachmentmechanism comprises a first clamp mechanism coupled to the firstcomponent, a second clamp mechanism coupled to the second component, anda third clamp mechanism coupled to the third component, and wherein thecontroller is in communication with the first clamp mechanism, thesecond clamp mechanism, the third clamp mechanism, and the conveyingsystem.
 10. The system of claim 1, wherein the conveying systemcomprises a propulsion driving mechanism coupled to the frame.
 11. Thesystem of claim 1, wherein the frame includes a surface configured toorient the aircraft at an angle with respect to a direction of movementof the frame.
 12. The system of claim 1, wherein the attachmentmechanism is configured to be coupled to a portion of the aircraftduring acceleration or deceleration of the frame and decoupled from theportion of the aircraft to permit the aircraft to lift off of the frameduring the take-off of the aircraft.
 13. The system of claim 1, whereinthe attachment mechanism includes a wheel block configured to bepositioned on opposing sides of a wheel of the aircraft.
 14. The systemof claim 1, further comprising a controller configured to receive datafrom sensors on the frame and to control an orientation of a top surfaceof the frame based on the data and based on an orientation of theaircraft during the landing of the aircraft.
 15. The system of claim 14,wherein, to facilitate receipt of the aircraft onto the frame, thecontroller is further configured to move the top surface of the framebased on a pitch, a yaw, a roll, or a combination thereof, of theaircraft.
 16. A method for controlling aircraft movement, the methodcomprising: moving a frame to match a speed and position of an aircraft,the frame extending across a width of a runway; attaching an attachmentmechanism coupled to the frame to a portion of the aircraft; duringlanding of the aircraft, decelerate the aircraft via a conveying system;and during take-off of the aircraft, accelerate the aircraft.
 17. Themethod of claim 16, wherein the conveying system comprises: at least onerail; and a power supply electrically coupled to the at least one rail.18. The method of claim 17, wherein the attachment mechanism comprises afirst clamp mechanism coupled to a first component of the frame, asecond clamp mechanism coupled to a second component of the frame, and athird clamp mechanism coupled to a third component of the frame.
 19. Themethod of claim 16, wherein the conveying system comprises a propulsiondriving mechanism coupled to the frame.
 20. The method of claim 16,further comprising orienting the aircraft at an angle with respect to adirection of movement of the frame.